SIST-TP CEN/TR 16514:2013
(Main)Automotive fuels - Unleaded petrol containing more than 3,7 % (m/m) oxygen - Roadmap, test methods, and requirements for E10+ petrol
Automotive fuels - Unleaded petrol containing more than 3,7 % (m/m) oxygen - Roadmap, test methods, and requirements for E10+ petrol
This Technical Report presents an overview and time plan for test methods and requirements that could be expected for future unleaded petrol and petrol blends in Europe. This means unleaded petrol with an ethanol/oxygenates level higher than allowed in the Fuels Quality Directive, Annex I [4], which is petrol containing up to 3,7 % (m/m) of oxygen, more familiarly known as E10. Specific issues that may apply for certain levels or types of oxygenates are highlighted where appropriate in the appropriate sections of this report. This report does not take into account all issues related to vehicles that are specially designed to run on a much wider range of oxygenate contents above E10+, for example up to E85. The report covers fuels and vehicle concepts for both E10+-capable (without engine efficiency gains) and E10+-optimised (with engine efficiency gains).
Kraftstoffe für Kraftfahrzeuge - Unverbleiter Ottokraftstoff mit höheren Gehalten an Oxygenaten als 3,7 % (m/m) - Roadmap, Prüfverfahren und Anforderungen für E10+ Ottokraftstoff
Carburants pour automobiles - Essence sans plomb contenant plus de 3,7 % (m/m) d'oxygène - Feuille de route, méthodes d'essai et exigences pour les essences E10+
Goriva za motorna vozila - Neosvinčeni motorni bencin, ki vsebuje več kot 3,7 % (m/m) kisika - Smernice, preskusne metode in zahteve za bencin E10+
To tehnično poročilo predstavlja pregled in časovni načrt preskusnih metod in zahtev, ki jih je mogoče v prihodnosti pričakovati v povezavi z neosvinčenim motornim bencinom in mešanicami bencina v Evropi. To pomeni neosvinčeni motorni bencin z višjo ravnjo etanola/kisikovih spojin od dovoljene v skladu z Direktivo o kakovosti goriva, Priloga I [4], tj. motorni bencin z deležem kisika največ 3,7 % (m/m), bolje poznan kot E10. Posebna vprašanja, ki lahko zadevajo določene ravni ali vrste kisikovih spojin, so v zadevnih razdelkih tega poročila ustrezno označena. To poročilo ne upošteva vseh vprašanj, povezanih z vozili, ki so posebej oblikovana za delovanje z veliko širšim obsegom vsebnosti kisikovih spojin v motornem bencinu nad E10+, npr. do E85. To poročilo zajema koncepte goriv in vozil, ki uporabljajo E10+ (brez povečane učinkovitosti motorja) in so optimizirani za E10+ (s povečano učinkovitostjo motorja).
General Information
Standards Content (Sample)
SLOVENSKI STANDARD
SIST-TP CEN/TR 16514:2013
01-september-2013
*RULYD]DPRWRUQDYR]LOD1HRVYLQþHQLPRWRUQLEHQFLQNLYVHEXMHYHþNRW
PP NLVLND6PHUQLFHSUHVNXVQHPHWRGHLQ]DKWHYH]DEHQFLQ(
Automotive fuels - Unleaded petrol containing more than 3,7 % (m/m) oxygen -
Roadmap, test methods, and requirements for E10+ petrol
Kraftstoffe für Kraftfahrzeuge - Unverbleiter Ottokraftstoff mit höheren Gehalten an
Oxygenaten als 3,7 % (m/m) - Roadmap, Prüfverfahren und Anforderungen für E10+
Ottokraftstoff
Carburants pour automobiles - Essence sans plomb contenant plus de 3,7 % (m/m)
d'oxygène - Feuille de route, méthodes d'essai et exigences pour les essences E10+
Ta slovenski standard je istoveten z: CEN/TR 16514:2013
ICS:
75.160.20 7HNRþDJRULYD Liquid fuels
SIST-TP CEN/TR 16514:2013 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
---------------------- Page: 1 ----------------------
SIST-TP CEN/TR 16514:2013
---------------------- Page: 2 ----------------------
SIST-TP CEN/TR 16514:2013
TECHNICAL REPORT
CEN/TR 16514
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
June 2013
ICS 75.160.20
English Version
Automotive fuels - Unleaded petrol containing more than 3,7 %
(m/m) oxygen - Roadmap, test methods, and requirements for
E10+ petrol
Carburants pour automobiles - Essence sans plomb Kraftstoffe für Kraftfahrzeuge - Unverbleiter Ottokraftstoff
contenant plus de 3,7 % (m/m) d'oxygène - Feuille de mit höheren Gehalten an Oxygenaten als 3,7 % (m/m) -
route, méthodes d'essai et exigences pour les essences Roadmap, Prüfverfahren und Anforderungen für E10+
E10+ Ottokraftstoff
This Technical Report was approved by CEN on 16 March 2013. It has been drawn up by the Technical Committee CEN/TC 19.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United
Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2013 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 16514:2013: E
worldwide for CEN national Members.
---------------------- Page: 3 ----------------------
SIST-TP CEN/TR 16514:2013
CEN/TR 16514:2013 (E)
Contents Page
Foreword . 4
1 Scope . 5
2 Normative references . 5
3 Summary . 5
4 Context . 7
5 CEN/TC 19/WG 38 . 7
6 External drivers . 7
6.1 Introduction . 7
6.2 Renewable Energy Directive (RED, 2009/28/EC) . 8
6.3 Fuel Quality Directive (FQD, 2009/30/EC) . 8
6.4 Vehicle CO (Regulations 443/2009 and 510/2011). 8
2
6.5 Today's situation . 8
6.6 Factors to be considered . 10
6.7 Final remarks on external drivers . 11
7 Engine and vehicle concepts and techniques . 12
7.1 Summary points . 12
7.2 Current and future constraints for an E10+ petrol . 13
7.2.1 Existing Euro 6 and CO legislative roadmap . 13
2
7.2.2 Recommendations for new vehicle concepts . 13
7.2.3 Engine calibration potential . 14
7.2.4 Potential for new pollutants in legislation. 14
7.2.5 Impact on vehicle and fuel system components . 14
7.2.6 Higher consumption . 15
7.3 Opportunities for an E10+ petrol . 15
7.3.1 Helping reduce pollutant emissions and CO . 15
2
7.3.2 Current cars . 16
7.4 High oxygenate fuel combustibility determination (RON/MON) for an E10+ petrol . 16
7.4.1 RON-MON relationship . 16
7.4.2 RON-MON impact with higher oxygenates . 19
7.4.3 RON-MON needs for higher oxygenate-containing fuels . 20
7.5 Driveability (volatility descriptors) for an E10+ petrol . 20
7.5.1 General . 20
7.5.2 Vapour pressure . 20
7.5.3 Distillation . 21
7.5.4 Other parameters/tests . 21
7.6 Oxygenate compounds for an E10+ petrol . 23
7.7 Other factors . 23
7.8 Possible studies . 23
8 Refinery, blender and logistics . 24
8.1 Scope of current and future constraints and opportunities . 24
8.2 Refining related matters . 24
8.2.1 Ethanol . 24
8.2.2 Ethers (ETBE and MTBE) . 27
8.3 Blending ethanol and ethers. 28
8.3.1 General . 28
8.3.2 Refinery blending of ethanol . 29
2
---------------------- Page: 4 ----------------------
SIST-TP CEN/TR 16514:2013
CEN/TR 16514:2013 (E)
8.3.3 Terminal blending of ethanol .2 9
8.4 Distribution and service station issues .2 9
8.4.1 Climatic conditions, seasonal grade management/changeover processes . 29
8.4.2 Water handling .2 9
8.4.3 Housekeeping - Water management, tank draining, disposal of water drains and
microbiological growth .3 1
8.4.4 Materials compatibility .3 1
8.4.5 Vapour recovery systems .3 8
8.5 Logistics .3 8
8.5.1 Transport of ethanol and oxygenate blends .3 8
8.5.2 Co-mingling of different grades in terminals, service stations and vehicles . 39
8.5.3 Management of off-grade product . 39
8.5.4 Number of Mogas grades .3 9
8.6 Safety and fire fighting measures .3 9
8.6.1 Safe handling .3 9
8.6.2 Surface spills and leaks .3 9
8.6.3 Fire protection and fire-fighting agents for fires involving ethanol/petrol blends . 39
8.6.4 Storage .4 0
8.6.5 Sources of ignition .4 0
8.7 Regulatory requirements .4 0
9 Test methods .4 1
9.1 Introduction .4 1
9.2 Current petrol fuel requirements .4 1
9.2.1 General .4 1
9.2.2 Sulfur .4 1
9.2.3 Manganese.4 2
9.2.4 Lead .4 2
9.2.5 RON/MON .4 3
9.2.6 Density .4 3
9.2.7 Oxidation stability .4 3
9.2.8 Gum .4 3
9.2.9 Copper strip corrosion .4 4
9.2.10 Hydrocarbons (olefins and aromatics) .4 4
9.2.11 Oxygen and oxygenates .4 4
9.2.12 Benzene .4 5
9.2.13 Vapour pressure .4 5
9.2.14 Distillation .4 6
9.2.15 Sampling .4 6
9.3 Potential new petrol fuel requirements .4 6
9.3.1 Sulfate .4 6
9.3.2 Chlorides .4 6
9.3.3 Iron .4 6
9.3.4 Ash forming components .4 7
9.3.5 Silver strip corrosion .4 7
9.3.6 High boiling components .4 7
9.4 Summary .4 7
10 Conclusions .4 9
11 Acknowledgement .5 0
Annex A (informative) Abbreviations .5 1
Bibliography .5 4
3
---------------------- Page: 5 ----------------------
SIST-TP CEN/TR 16514:2013
CEN/TR 16514:2013 (E)
Foreword
This document (CEN/TR 16514:2013) has been prepared by Technical Committee CEN/TC 19 “Gaseous and
liquid fuels, lubricants and related products of petroleum, synthetic and biological origin”, the secretariat of
which is held by NEN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
4
---------------------- Page: 6 ----------------------
SIST-TP CEN/TR 16514:2013
CEN/TR 16514:2013 (E)
1 Scope
This Technical Report presents an overview and time plan for test methods and requirements that could be
expected for future unleaded petrol and petrol blends in Europe. This means unleaded petrol with an
ethanol/oxygenates level higher than allowed in the Fuels Quality Directive, Annex I [4], which is petrol
containing up to 3,7 % (m/m) of oxygen, more familiarly known as E10.
Specific issues that may apply for certain levels or types of oxygenates are highlighted where appropriate in
the appropriate sections of this report. This report does not take into account all issues related to vehicles that
are specially designed to run on a much wider range of oxygenate contents above E10+, for example up to
E85.
The report covers fuels and vehicle concepts for both E10+-capable (without engine efficiency gains) and
E10+-optimised (with engine efficiency gains).
NOTE 1 Following the large possible combinations and levels of oxygenates, the work focuses on unleaded petrol with
a nominal ethanol content between 10 % (V/V) and 25 % (V/V). Once the ethanol is higher than approximately 20 % to
25 % (depending on the vehicle) more engine and vehicle measures would likely be needed.
NOTE 2 For the purposes of this document, the terms “% (m/m)” and “% (V/V)” are used to represent the mass
fraction, µ, and the volume fraction, φ, respectively.
NOTE 3 Although EN 228 speaks about and defines “unleaded petrol”, the wording “petrol” is used throughout this
document for the sake of readability.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 228, Automotive fuels Unleaded petrol Requirements and test methods
EN 14214, Liquid petroleum products Fatty acid methyl esters (FAME) for use in diesel engines and
heating applications Requirements and test methods
EN 15376, Automotive fuels Ethanol as a blending component for petrol Requirements and test methods
3 Summary
This report provides an overview and time plan for test methods and requirements to be expected for future
unleaded petrol containing oxygenate levels higher than currently allowed in the Fuels Quality Directive
(FQD).[2],[3],[4] Before an E10+ petrol specification is developed in response to a legislative initiative, the
following factors should be considered:
a) need for more research to define preferred and achievable specifications for an E10+ petrol blend;
b) need for adequate time to implement vehicle and fuel options, after an E10+ standard has been defined;
c) market introduction scenarios of the fuel supply and automotive industry, which general follow the steps:
1) introduction of capable cars,
2) build infrastructure for the availability of the fuels, and
5
---------------------- Page: 7 ----------------------
SIST-TP CEN/TR 16514:2013
CEN/TR 16514:2013 (E)
3) introduce optimised vehicles
d) need for EC funding to begin the necessary laboratory and vehicle testing.
E10+ petrol may be introduced for future new engine designs if benefits in regulated emissions, Tank-to-
Wheels CO and Well-to-Wheels CO emission performance are demonstrated. These new designs could
2 2
take advantage of the properties of an E10+ petrol to achieve these benefits, based on a higher oxygen
content and a higher Octane Number (RON and MON). Because increasingly stringent vehicle regulations
limit the regulated pollutants that a motor vehicle may emit, a future E10+ petrol standard may also require
new limits for inorganic chlorides, phosphorus, sulfates and ash content, for example, in order to enable the
performance and durability of both the engine and aftertreatment system. To ensure this performance, the
impact of oxygen content higher than 3,7 % (m/m) in petrol on regulated pollutants, CO , vehicle driveability
2
and pre-ignition and knock behaviour shall be studied in depth before an E10+ specification can be drafted.
The manufacture, distribution and sale of petrol containing higher oxygenate levels pose certain constraints
and opportunities which shall also be considered. When ethanol is used as the primary oxygenate, for
example, it can introduce some specific challenges that shall be carefully addressed, e.g.:
• effect of ethanol on vapour pressure, octane rating, distillation and related properties;
• tendency of ethanol to increase the dissolved water content of petrol;
• compatibility of materials in contact with both the liquid and vapour phases.
To facilitate any eventual marketing of E10+ petrol, new regulatory requirements should be agreed by the co-
legislators in the European Parliament and the Council (on the basis of a Commission proposal) in
consultation with industry stakeholders.
Finally, each specified or limiting fuel property shall be measurable by one or more test methods which have
been verified to produce statistically relevant results at the expected levels of the property under investigation.
In order to limit the scope regarding combinations and levels of oxygenates the focus for the test methods
(Clause 9) is merely on petrol with a nominal ethanol content between 10 % (V/V) and 25 % (V/V). This focus
is chosen as once the ethanol is higher than approximately 20 % to 25 % (depending on the vehicle) more
engine and vehicle measures would likely be needed. This report discusses the likely applicability of current
test methods for E10+ petrol and provides an estimate of the time and effort that would be required to verify
applicability.
Assuming that the FQD is amended with the legal parameters of an E10+ petrol, a nominal specification for
E10+ petrol, based on sound technical data, will take several years to develop and evaluate. Following this
work, about five some additional years would be required to develop and commercialise E10+ capable
vehicles, followed by up to five years to commercialise E10+ optimised vehicles and refuelling infrastructure.
The path to successful implementation of an E10+ petrol grade will therefore be complicated, requiring
considerable research on vehicles and test methods and coordination amongst all industry stakeholders.
EC funding may also be needed at an early stage to complement on-going stakeholder research and answer
many of the technical questions that are related to E10+ petrol specifications and test methods.
This report considers issues related to E10+ petrol in the following four areas:
1) external drivers; policies and market drivers and constraints,
2) engine and vehicle; constraints related to component compatibility, emission and fuel consumption
(challenges and opportunities), plus consumer reliability, and the possibilities to overcome those,
3) refinery, blending and logistics; constraints related to crude feedstock, process control, blending capacity
and fuel station capability, plus inherent safety, and anticipating those,
6
---------------------- Page: 8 ----------------------
SIST-TP CEN/TR 16514:2013
CEN/TR 16514:2013 (E)
4) test methods; applicability of existing techniques and needs to verify such.
Used abbreviations are presented in Annex A.
4 Context
The European Union is promoting renewable energy use in Europe and could encourage the extension of
automotive petrol blended with higher fractions of renewably-sourced ethyl alcohol (referred to in this
document as ethanol) and/or other oxygenates. Additionally, the EU has put in place stringent tailpipe
pollutant emission limits and CO targets for new vehicles sold in the EU market. It is uncertain at this point
2
how these targets will influence the development of the European fuels market beyond 2020. Because vehicle
performance and higher oxygenate levels shall be carefully assessed, harmonised fuel specifications are
essential to ensure acceptable vehicle performance and durability in the market. The development of new
fuels and vehicles is however a long and intensive process.
At the CEN/TC 19 meeting in May 2011, a priority was placed on “E10+” petrol in order to be prepared for
future market and legislative decisions. It was agreed that a detailed assessment of biofuels and blends in
Europe over the coming decade was needed that should be prepared through a multi-stakeholder approach.
To develop this longer-term vision, CEN/TC 19 agreed to work together as Industry and Stakeholder partners
to complete this assessment and outline the possible constraints and advantages of a future E10+ petrol.
Therefore CEN has combined efforts to draft this overview and time plan for test methods and requirements to
be expected in the future. This work has been done with the participation of the convenors of test method
working groups and vehicle and fuel experts from ACEA, CONCAWE, UPEI and e-PURE.
5 CEN/TC 19/WG 38
CEN/TC 19 requested WG 38 (New Fuels Coordination and Planning) to develop a CEN/TR that describes a
European standardisation roadmap for future ‘E10+’ unleaded petrol. The scope of work was to draft an
overview and time plan for test methods and requirements to be expected in the future. The experts that have
contributed to this CEN/TR are known to the CEN/TC 19 Secretariat.
The working group has met on the following occasions so far:
— 21 December 2011, Amsterdam, 1st meeting;
— 3 April 2012, Delft, 2nd meeting;
— 22 August 2012, 3rd meeting (web-conference);
— 17 September 2012, 4th meeting (web-conference);
— 14 March 2013, 5th meeting.
6 External drivers
6.1 Introduction
In its 2009 legislation, the European Union adopted new policies to reduce Greenhouse Gas (GHG)
emissions, improve energy security, and support agricultural development. Road transport was especially
targeted by these policies because it is a major consumer of liquid fuels and contributes a significant
percentage to total European GHG emissions. More importantly, road transport demand and associated GHG
emissions have grown over the past decades and there are fewer alternatives in transport to reduce this
7
---------------------- Page: 9 ----------------------
SIST-TP CEN/TR 16514:2013
CEN/TR 16514:2013 (E)
growth compared to other energy-consuming sectors. The societal challenges associated with increasing
access to personal and goods transport while steadily reducing GHG emissions and improving energy security
are widely recognised. For this reason, the 2009 European climate and renewable energy legislation had
several key elements as presented below.
6.2 Renewable Energy Directive (RED, 2009/28/EC)
The RED [5] mandated that at least 10 % of transport fuels on an energy basis shall be derived from
sustainably produced, renewable sources by 2020. This can include the use of bio-blending components in
fuels for road and non-road applications, the use of renewable electricity for vehicle recharging, biogas from
waste materials, and other approaches.
Common products are those products derived from specific feedstocks, such as ethanol from sugar
fermentation, ethers produced from renewable ethanol or methanol, and fatty acid methyl esters (FAME) and
hydrocarbons produced from vegetable oils and animal fats. Pilot and commercial developments are
progressing on new production pathways for many bio-blending components. These new developments may
produce the same product but from a different feedstock or process (for instance, lignocellulosic ethanol).
However, only the fairly common products are likely to be available in sufficient quantities to meet the 2020
mandate for transport fuels
6.3 Fuel Quality Directive (FQD, 2009/30/EC)
The FQD [4] requires that fuel suppliers reduce life-cycle GHG intensity associated with transport fuels by at
least 6 % by 2020, versus a 2010 baseline. Historically, European refineries have improved their energy
efficiency by about 0,5 %/year over the past 20 years at the same time that fuel demand has increased and
product specifications have tightened. Energy efficiency improvements in the fuel manufacturing process can
contribute to the FQD target but most of the mandated GHG reduction over this decade is expected to come
from blending bio-components into fuels.
To achieve the FQD and RED mandates, these bio-components shall meet minimum GHG reduction
thresholds that will change over the decade. They also shall be certified and audited
...
Questions, Comments and Discussion
Ask us and Technical Secretary will try to provide an answer. You can facilitate discussion about the standard in here.